What is a blow-off valve (B.O.V.)?
A blow-off valve is a valve that monitors the air that is compressed from the turbine compressor (a turbo or supercharger) to the intake manifold. It knows when to pop-off or release pressure through either a spring or electronic pressure gauge. Limiting boost through a blow-off valve is good. The point of a blow off valve is to relieve most if not all of the positive air pressure between the throttle plate and the turbo, otherwise it will have to basically blow through the air-cleaner. This is done whenever the throttle is closed between shifts or when stopping the car (i.e., your foot is off gas.)
The purpose of the blow off valve (other than to make your VW sound like a Porsche 962), is to relieve the back pressure in the intake when slamming the throttle plate shut, as would occur during shifting. Without a place for positive manifold pressure to go, the turbo compressor would rapidly decelerate from the 120k or so rpm that it needs for max boost, to a much lower speed that would cause a serious lag in response when reapplying the throttle in the next gear (i.e. turbo lag). If high boost into the intake manifold is followed by a dead end path when the throttle butterfly closes suddenly, the blow-off valve will open to the atmosphere, thus allowing the compressor to spin freely without much back pressure. It doesn't open until the throttle is closed. We don't want to loose any pressure while accelerating!
How does a blow-off valve work?
A blow-off valve is just a valve operated by a rubber or synthetic diaphragm. Intake manifold vacuum is very high when the engine is spinning fast and the throttle is suddenly closed. It is under these conditions that the diaphragm opens the valve. If it is adjusted correctly, it will not open when driving "normally".
When you close the throttle where is all the air that compressor was pumping going to go? Nowhere. The compressor won't continue pumping air into a closed ended chamber, and since your foot is off the gas there is much less exhaust available to spin the turbine, so the turbo will stop spinning, fairly quickly spool-down.
So in order to keep the turbo spinning we use a blow off valve to just let the air out. Since the turbo has a good amount of mass and it was (just before you closed the throttle) spinning VERY fast, (somewhere between 50K and 100K r.p.m.) we just let the air out and the turbo won't have any work to do and keep spinning.
It is set to operate when you close the throttle, by sensing vacuum in the intake manifold (after the throttle) The valve typically stays closed at all other times. The advantage is that there will be very little or no lag between shifts, i.e.. once you get it spinning, you have almost instant boost when you want it.
My 1.8t has a turbo and no blow-off valve, do I need one?
Every turbo system can use a blow off valve. Basically the higher boost levels demand one. A turbo spools down faster when against 18 p.s.i. than say a low boost system of 5 p.s.i. Older Saab turbos don't have blow off valves or inter-coolers, when the 2.0 turbo engines made 160 h.p. Now we have 1.8t VW engines making 200 h.p. (with a chip), this level of performance DEMANDS a blow-off valve.
You also may gain some longevity to the turbo's life with a blow off valve because it reduces number and severity of
Блоу офф
spool-up, spool-down cycles.
100% BRAND NEW IN ORIGINAL PACKAGING!
MADE OF DURABLE CAST AND BILLET ALUMINUM FRAME! PREVENTS PREMATURE BOOST LEAKAGE AND COMPRESSOR SURGE !
BY PASS OR BLOW OFF DESIGN, FULLY ADJUSTABLE, SPRING STIFFNESS ADJUSTMENT SCREW ON THE TOP ALLOWS BOV TO WORK WITH MILDLY UPGRADED VEHICLES TO FULLY UPGRADED VEHICLES.
INCREDIBLE SOUND.
What is a blow-off valve (B.O.V.)?
A blow-off valve is a valve that monitors the air that is compressed from the turbine compressor (a turbo or supercharger) to the intake manifold. It knows when to pop-off or release pressure through either a spring or electronic pressure gauge. Limiting boost through a blow-off valve is good. The point of a blow off valve is to relieve most if not all of the positive air pressure between the throttle plate and the turbo, otherwise it will have to basically blow through the air-cleaner. This is done whenever the throttle is closed between shifts or when stopping the car (i.e., your foot is off gas.)
The purpose of the blow off valve (other than to make your VW sound like a Porsche 962), is to relieve the back pressure in the intake when slamming the throttle plate shut, as would occur during shifting. Without a place for positive manifold pressure to go, the turbo compressor would rapidly decelerate from the 120k or so rpm that it needs for max boost, to a much lower speed that would cause a serious lag in response when reapplying the throttle in the next gear (i.e. turbo lag). If high boost into the intake manifold is followed by a dead end path when the throttle butterfly closes suddenly, the blow-off valve will open to the atmosphere, thus allowing the compressor to spin freely without much back pressure. It doesn't open until the throttle is closed. We don't want to loose any pressure while accelerating!
How does a blow-off valve work?
A blow-off valve is just a valve operated by a rubber or synthetic diaphragm. Intake manifold vacuum is very high when the engine is spinning fast and the throttle is suddenly closed. It is under these conditions that the diaphragm opens the valve. If it is adjusted correctly, it will not open when driving "normally".
When you close the throttle where is all the air that compressor was pumping going to go? Nowhere. The compressor won't continue pumping air into a closed ended chamber, and since your foot is off the gas there is much less exhaust available to spin the turbine, so the turbo will stop spinning, fairly quickly spool-down.
So in order to keep the turbo spinning we use a blow off valve to just let the air out. Since the turbo has a good amount of mass and it was (just before you closed the throttle) spinning VERY fast, (somewhere between 50K and 100K r.p.m.) we just let the air out and the turbo won't have any work to do and keep spinning.
It is set to operate when you close the throttle, by sensing vacuum in the intake manifold (after the throttle) The valve typically stays closed at all other times. The advantage is that there will be very little or no lag between shifts, i.e.. once you get it spinning, you have almost instant boost when you want it.
My 1.8t has a turbo and no blow-off valve, do I need one?
Every turbo system can use a blow off valve. Basically the higher boost levels demand one. A turbo spools down faster when against 18 p.s.i. than say a low boost system of 5 p.s.i. Older Saab turbos don't have blow off valves or inter-coolers, when the 2.0 turbo engines made 160 h.p. Now we have 1.8t VW engines making 200 h.p. (with a chip), this level of performance DEMANDS a blow-off valve.
You also may gain some longevity to the turbo's life with a blow off valve because it reduces number and severity of
Блоу офф
spool-up, spool-down cycles.
What is a blow-off valve (B.O.V.)?
A blow-off valve is a valve that monitors the air that is compressed from the turbine compressor (a turbo or supercharger) to the intake manifold. It knows when to pop-off or release pressure through either a spring or electronic pressure gauge. Limiting boost through a blow-off valve is good. The point of a blow off valve is to relieve most if not all of the positive air pressure between the throttle plate and the turbo, otherwise it will have to basically blow through the air-cleaner. This is done whenever the throttle is closed between shifts or when stopping the car (i.e., your foot is off gas.)
The purpose of the blow off valve (other than to make your VW sound like a Porsche 962), is to relieve the back pressure in the intake when slamming the throttle plate shut, as would occur during shifting. Without a place for positive manifold pressure to go, the turbo compressor would rapidly decelerate from the 120k or so rpm that it needs for max boost, to a much lower speed that would cause a serious lag in response when reapplying the throttle in the next gear (i.e. turbo lag). If high boost into the intake manifold is followed by a dead end path when the throttle butterfly closes suddenly, the blow-off valve will open to the atmosphere, thus allowing the compressor to spin freely without much back pressure. It doesn't open until the throttle is closed. We don't want to loose any pressure while accelerating!
How does a blow-off valve work?
A blow-off valve is just a valve operated by a rubber or synthetic diaphragm. Intake manifold vacuum is very high when the engine is spinning fast and the throttle is suddenly closed. It is under these conditions that the diaphragm opens the valve. If it is adjusted correctly, it will not open when driving "normally".
When you close the throttle where is all the air that compressor was pumping going to go? Nowhere. The compressor won't continue pumping air into a closed ended chamber, and since your foot is off the gas there is much less exhaust available to spin the turbine, so the turbo will stop spinning, fairly quickly spool-down.
So in order to keep the turbo spinning we use a blow off valve to just let the air out. Since the turbo has a good amount of mass and it was (just before you closed the throttle) spinning VERY fast, (somewhere between 50K and 100K r.p.m.) we just let the air out and the turbo won't have any work to do and keep spinning.
It is set to operate when you close the throttle, by sensing vacuum in the intake manifold (after the throttle) The valve typically stays closed at all other times. The advantage is that there will be very little or no lag between shifts, i.e.. once you get it spinning, you have almost instant boost when you want it.
My 1.8t has a turbo and no blow-off valve, do I need one?
Every turbo system can use a blow off valve. Basically the higher boost levels demand one. A turbo spools down faster when against 18 p.s.i. than say a low boost system of 5 p.s.i. Older Saab turbos don't have blow off valves or inter-coolers, when the 2.0 turbo engines made 160 h.p. Now we have 1.8t VW engines making 200 h.p. (with a chip), this level of performance DEMANDS a blow-off valve.
You also may gain some longevity to the turbo's life with a blow off valve because it reduces number and severity of
Блоу офф spool-up, spool-down cycles.
What is a blow-off valve (B.O.V.)?
A blow-off valve is a valve that monitors the air that is compressed from the turbine compressor (a turbo or supercharger) to the intake manifold. It knows when to pop-off or release pressure through either a spring or electronic pressure gauge. Limiting boost through a blow-off valve is good. The point of a blow off valve is to relieve most if not all of the positive air pressure between the throttle plate and the turbo, otherwise it will have to basically blow through the air-cleaner. This is done whenever the throttle is closed between shifts or when stopping the car (i.e., your foot is off gas.)
The purpose of the blow off valve (other than to make your VW sound like a Porsche 962), is to relieve the back pressure in the intake when slamming the throttle plate shut, as would occur during shifting. Without a place for positive manifold pressure to go, the turbo compressor would rapidly decelerate from the 120k or so rpm that it needs for max boost, to a much lower speed that would cause a serious lag in response when reapplying the throttle in the next gear (i.e. turbo lag). If high boost into the intake manifold is followed by a dead end path when the throttle butterfly closes suddenly, the blow-off valve will open to the atmosphere, thus allowing the compressor to spin freely without much back pressure. It doesn't open until the throttle is closed. We don't want to loose any pressure while accelerating!
How does a blow-off valve work?
A blow-off valve is just a valve operated by a rubber or synthetic diaphragm. Intake manifold vacuum is very high when the engine is spinning fast and the throttle is suddenly closed. It is under these conditions that the diaphragm opens the valve. If it is adjusted correctly, it will not open when driving "normally".
When you close the throttle where is all the air that compressor was pumping going to go? Nowhere. The compressor won't continue pumping air into a closed ended chamber, and since your foot is off the gas there is much less exhaust available to spin the turbine, so the turbo will stop spinning, fairly quickly spool-down.
So in order to keep the turbo spinning we use a blow off valve to just let the air out. Since the turbo has a good amount of mass and it was (just before you closed the throttle) spinning VERY fast, (somewhere between 50K and 100K r.p.m.) we just let the air out and the turbo won't have any work to do and keep spinning.
It is set to operate when you close the throttle, by sensing vacuum in the intake manifold (after the throttle) The valve typically stays closed at all other times. The advantage is that there will be very little or no lag between shifts, i.e.. once you get it spinning, you have almost instant boost when you want it.
My 1.8t has a turbo and no blow-off valve, do I need one?
Every turbo system can use a blow off valve. Basically the higher boost levels demand one. A turbo spools down faster when against 18 p.s.i. than say a low boost system of 5 p.s.i. Older Saab turbos don't have blow off valves or inter-coolers, when the 2.0 turbo engines made 160 h.p. Now we have 1.8t VW engines making 200 h.p. (with a chip), this level of performance DEMANDS a blow-off valve.
You also may gain some longevity to the turbo's life with a blow off valve because it reduces number and severity of
Блоу офф spool-up, spool-down cycles.
100% BRAND NEW IN ORIGINAL PACKAGING!
MADE OF DURABLE CAST AND BILLET ALUMINUM FRAME! PREVENTS PREMATURE BOOST LEAKAGE AND COMPRESSOR SURGE !
BY PASS OR BLOW OFF DESIGN, FULLY ADJUSTABLE, SPRING STIFFNESS ADJUSTMENT SCREW ON THE TOP ALLOWS BOV TO WORK WITH MILDLY UPGRADED VEHICLES TO FULLY UPGRADED VEHICLES.
INCREDIBLE SOUND.
What is a blow-off valve (B.O.V.)?
A blow-off valve is a valve that monitors the air that is compressed from the turbine compressor (a turbo or supercharger) to the intake manifold. It knows when to pop-off or release pressure through either a spring or electronic pressure gauge. Limiting boost through a blow-off valve is good. The point of a blow off valve is to relieve most if not all of the positive air pressure between the throttle plate and the turbo, otherwise it will have to basically blow through the air-cleaner. This is done whenever the throttle is closed between shifts or when stopping the car (i.e., your foot is off gas.)
The purpose of the blow off valve (other than to make your VW sound like a Porsche 962), is to relieve the back pressure in the intake when slamming the throttle plate shut, as would occur during shifting. Without a place for positive manifold pressure to go, the turbo compressor would rapidly decelerate from the 120k or so rpm that it needs for max boost, to a much lower speed that would cause a serious lag in response when reapplying the throttle in the next gear (i.e. turbo lag). If high boost into the intake manifold is followed by a dead end path when the throttle butterfly closes suddenly, the blow-off valve will open to the atmosphere, thus allowing the compressor to spin freely without much back pressure. It doesn't open until the throttle is closed. We don't want to loose any pressure while accelerating!
How does a blow-off valve work?
A blow-off valve is just a valve operated by a rubber or synthetic diaphragm. Intake manifold vacuum is very high when the engine is spinning fast and the throttle is suddenly closed. It is under these conditions that the diaphragm opens the valve. If it is adjusted correctly, it will not open when driving "normally".
When you close the throttle where is all the air that compressor was pumping going to go? Nowhere. The compressor won't continue pumping air into a closed ended chamber, and since your foot is off the gas there is much less exhaust available to spin the turbine, so the turbo will stop spinning, fairly quickly spool-down.
So in order to keep the turbo spinning we use a blow off valve to just let the air out. Since the turbo has a good amount of mass and it was (just before you closed the throttle) spinning VERY fast, (somewhere between 50K and 100K r.p.m.) we just let the air out and the turbo won't have any work to do and keep spinning.
It is set to operate when you close the throttle, by sensing vacuum in the intake manifold (after the throttle) The valve typically stays closed at all other times. The advantage is that there will be very little or no lag between shifts, i.e.. once you get it spinning, you have almost instant boost when you want it.
My 1.8t has a turbo and no blow-off valve, do I need one?
Every turbo system can use a blow off valve. Basically the higher boost levels demand one. A turbo spools down faster when against 18 p.s.i. than say a low boost system of 5 p.s.i. Older Saab turbos don't have blow off valves or inter-coolers, when the 2.0 turbo engines made 160 h.p. Now we have 1.8t VW engines making 200 h.p. (with a chip), this level of performance DEMANDS a blow-off valve.
You also may gain some longevity to the turbo's life with a blow off valve because it reduces number and severity of
Блоу офф spool-up, spool-down cycles.
What is a blow-off valve (B.O.V.)?
A blow-off valve is a valve that monitors the air that is compressed from the turbine compressor (a turbo or supercharger) to the intake manifold. It knows when to pop-off or release pressure through either a spring or electronic pressure gauge. Limiting boost through a blow-off valve is good. The point of a blow off valve is to relieve most if not all of the positive air pressure between the throttle plate and the turbo, otherwise it will have to basically blow through the air-cleaner. This is done whenever the throttle is closed between shifts or when stopping the car (i.e., your foot is off gas.)
The purpose of the blow off valve (other than to make your VW sound like a Porsche 962), is to relieve the back pressure in the intake when slamming the throttle plate shut, as would occur during shifting. Without a place for positive manifold pressure to go, the turbo compressor would rapidly decelerate from the 120k or so rpm that it needs for max boost, to a much lower speed that would cause a serious lag in response when reapplying the throttle in the next gear (i.e. turbo lag). If high boost into the intake manifold is followed by a dead end path when the throttle butterfly closes suddenly, the blow-off valve will open to the atmosphere, thus allowing the compressor to spin freely without much back pressure. It doesn't open until the throttle is closed. We don't want to loose any pressure while accelerating!
How does a blow-off valve work?
A blow-off valve is just a valve operated by a rubber or synthetic diaphragm. Intake manifold vacuum is very high when the engine is spinning fast and the throttle is suddenly closed. It is under these conditions that the diaphragm opens the valve. If it is adjusted correctly, it will not open when driving "normally".
When you close the throttle where is all the air that compressor was pumping going to go? Nowhere. The compressor won't continue pumping air into a closed ended chamber, and since your foot is off the gas there is much less exhaust available to spin the turbine, so the turbo will stop spinning, fairly quickly spool-down.
So in order to keep the turbo spinning we use a blow off valve to just let the air out. Since the turbo has a good amount of mass and it was (just before you closed the throttle) spinning VERY fast, (somewhere between 50K and 100K r.p.m.) we just let the air out and the turbo won't have any work to do and keep spinning.
It is set to operate when you close the throttle, by sensing vacuum in the intake manifold (after the throttle) The valve typically stays closed at all other times. The advantage is that there will be very little or no lag between shifts, i.e.. once you get it spinning, you have almost instant boost when you want it.
My 1.8t has a turbo and no blow-off valve, do I need one?
Every turbo system can use a blow off valve. Basically the higher boost levels demand one. A turbo spools down faster when against 18 p.s.i. than say a low boost system of 5 p.s.i. Older Saab turbos don't have blow off valves or inter-coolers, when the 2.0 turbo engines made 160 h.p. Now we have 1.8t VW engines making 200 h.p. (with a chip), this level of performance DEMANDS a blow-off valve.
You also may gain some longevity to the turbo's life with a blow off valve because it reduces number and severity of
Блоу офф spool-up, spool-down cycles.
What is a blow-off valve (B.O.V.)?
A blow-off valve is a valve that monitors the air that is compressed from the turbine compressor (a turbo or supercharger) to the intake manifold. It knows when to pop-off or release pressure through either a spring or electronic pressure gauge. Limiting boost through a blow-off valve is good. The point of a blow off valve is to relieve most if not all of the positive air pressure between the throttle plate and the turbo, otherwise it will have to basically blow through the air-cleaner. This is done whenever the throttle is closed between shifts or when stopping the car (i.e., your foot is off gas.)
The purpose of the blow off valve (other than to make your VW sound like a Porsche 962), is to relieve the back pressure in the intake when slamming the throttle plate shut, as would occur during shifting. Without a place for positive manifold pressure to go, the turbo compressor would rapidly decelerate from the 120k or so rpm that it needs for max boost, to a much lower speed that would cause a serious lag in response when reapplying the throttle in the next gear (i.e. turbo lag). If high boost into the intake manifold is followed by a dead end path when the throttle butterfly closes suddenly, the blow-off valve will open to the atmosphere, thus allowing the compressor to spin freely without much back pressure. It doesn't open until the throttle is closed. We don't want to loose any pressure while accelerating!
How does a blow-off valve work?
A blow-off valve is just a valve operated by a rubber or synthetic diaphragm. Intake manifold vacuum is very high when the engine is spinning fast and the throttle is suddenly closed. It is under these conditions that the diaphragm opens the valve. If it is adjusted correctly, it will not open when driving "normally".
When you close the throttle where is all the air that compressor was pumping going to go? Nowhere. The compressor won't continue pumping air into a closed ended chamber, and since your foot is off the gas there is much less exhaust available to spin the turbine, so the turbo will stop spinning, fairly quickly spool-down.
So in order to keep the turbo spinning we use a blow off valve to just let the air out. Since the turbo has a good amount of mass and it was (just before you closed the throttle) spinning VERY fast, (somewhere between 50K and 100K r.p.m.) we just let the air out and the turbo won't have any work to do and keep spinning.
It is set to operate when you close the throttle, by sensing vacuum in the intake manifold (after the throttle) The valve typically stays closed at all other times. The advantage is that there will be very little or no lag between shifts, i.e.. once you get it spinning, you have almost instant boost when you want it.
My 1.8t has a turbo and no blow-off valve, do I need one?
Every turbo system can use a blow off valve. Basically the higher boost levels demand one. A turbo spools down faster when against 18 p.s.i. than say a low boost system of 5 p.s.i. Older Saab turbos don't have blow off valves or inter-coolers, when the 2.0 turbo engines made 160 h.p. Now we have 1.8t VW engines making 200 h.p. (with a chip), this level of performance DEMANDS a blow-off valve.
Блоу офф
You also may gain some longevity to the turbo's life with a blow off valve because it reduces number and severity of spool-up, spool-down cycles.
What is a blow-off valve (B.O.V.)?
A blow-off valve is a valve that monitors the air that is compressed from the turbine compressor (a turbo or supercharger) to the intake manifold. It knows when to pop-off or release pressure through either a spring or electronic pressure gauge. Limiting boost through a blow-off valve is good. The point of a blow off valve is to relieve most if not all of the positive air pressure between the throttle plate and the turbo, otherwise it will have to basically blow through the air-cleaner. This is done whenever the throttle is closed between shifts or when stopping the car (i.e., your foot is off gas.)
The purpose of the blow off valve (other than to make your VW sound like a Porsche 962), is to relieve the back pressure in the intake when slamming the throttle plate shut, as would occur during shifting. Without a place for positive manifold pressure to go, the turbo compressor would rapidly decelerate from the 120k or so rpm that it needs for max boost, to a much lower speed that would cause a serious lag in response when reapplying the throttle in the next gear (i.e. turbo lag). If high boost into the intake manifold is followed by a dead end path when the throttle butterfly closes suddenly, the blow-off valve will open to the atmosphere, thus allowing the compressor to spin freely without much back pressure. It doesn't open until the throttle is closed. We don't want to loose any pressure while accelerating!
How does a blow-off valve work?
A blow-off valve is just a valve operated by a rubber or synthetic diaphragm. Intake manifold vacuum is very high when the engine is spinning fast and the throttle is suddenly closed. It is under these conditions that the diaphragm opens the valve. If it is adjusted correctly, it will not open when driving "normally".
When you close the throttle where is all the air that compressor was pumping going to go? Nowhere. The compressor won't continue pumping air into a closed ended chamber, and since your foot is off the gas there is much less exhaust available to spin the turbine, so the turbo will stop spinning, fairly quickly spool-down.
So in order to keep the turbo spinning we use a blow off valve to just let the air out. Since the turbo has a good amount of mass and it was (just before you closed the throttle) spinning VERY fast, (somewhere between 50K and 100K r.p.m.) we just let the air out and the turbo won't have any work to do and keep spinning.
It is set to operate when you close the throttle, by sensing vacuum in the intake manifold (after the throttle) The valve typically stays closed at all other times. The advantage is that there will be very little or no lag between shifts, i.e.. once you get it spinning, you have almost instant boost when you want it.
My 1.8t has a turbo and no blow-off valve, do I need one?
Every turbo system can use a blow off valve. Basically the higher boost levels demand one. A turbo spools down faster when against 18 p.s.i. than say a low boost system of 5 p.s.i. Older Saab turbos don't have blow off valves or inter-coolers, when the 2.0 turbo engines made 160 h.p. Now we have 1.8t VW engines making 200 h.p. (with a chip), this level of performance DEMANDS a blow-off valve.
Блоу офф
You also may gain some longevity to the turbo's life with a blow off valve because it reduces number and severity of
Блоу офф spool-up, spool-down cycles.
In-cabin boost controller.
Colour:blue
- 100% Brand New. Never been Tried or Installed.
- Perfect for all Turbocharged Cars Running Between 1-30 psi.
- Made with CNC Machined and Anodized Aluminum.
- Comes with all Necessary Accessories.
- Professional Installation is Highly Recommended.
- Universal fits all Turbo Cars.
Increasing boost pressure is often the most cost effective increase in horsepower. It avoids having to replace wastegate springs, which is not an adjustable fixed increase. It allows boost pressure to be adjusted above the standard setting. To avoid using un-reliable methods of increasing Boost, such as shortening the actuator rod. That causes spring bind in the actuator and restricts flow through the wastegate. It's designed to be mounted inside the cabin and allows for boost adjustment on the run. Ideal for the active
Бууст
In-cabin boost controller.
Colour:blue
- 100% Brand New. Never been Tried or Installed.
- Perfect for all Turbocharged Cars Running Between 1-30 psi.
- Made with CNC Machined and Anodized Aluminum.
- Comes with all Necessary Accessories.
- Professional Installation is Highly Recommended.
- Universal fits all Turbo Cars.
Increasing boost pressure is often the most cost effective increase in horsepower. It avoids having to replace wastegate springs, which is not an adjustable fixed increase. It allows boost pressure to be adjusted above the standard setting. To avoid using un-reliable methods of increasing Boost, such as shortening the actuator rod. That causes spring bind in the actuator and restricts flow through the wastegate. It's designed to be mounted inside the cabin and allows for boost adjustment on the run. Ideal for the active
Бууст
Подобрява засмукването чрез създаване на ламиниран въздушен поток и предпазва от попадането на опасни едри предмети в смукателният тракт вследствие на скъсан филтър или други причини.
Подобрява засмукването чрез създаване на ламиниран въздушен поток и предпазва от попадането на опасни едри предмети в смукателният тракт вследствие на скъсан филтър или други причини.
Охлаждането на маслото е изключително важно за запазване на качествата му. В режим на тежко натоварване температурата му се покачва до над 150 градуса, което крие огромни рискове от прегряване и блокиране на двигателя. Повечето автомобили ( почти винаги при турбо апликациите ) фабрично имат маслено охлаждане ( водно или въздушно ), но то се оказва недостатъчно, когато се кара продължително време в натоварен режим ( писта с тесни завои, рали, дрифт и т.н.), особено ако времето е горещо. Тогава е необходимо да се вземат мерки за по-добро охлаждане на маслото. За целта се конструира система, подобна на системата за водно охлаждане и монтират допълнителни маслени радиатори.
За да отклоните маслената магистрала ви е необходим проходен фланец, който се монтира преди масленият филтър. Маркучите, с които се прокарват допълнителните магистрали трябва да издържат на много високо налягане, да имат допълнителна метална армировка и да са устойчиви на химически атаки.
Комплектът, който ви предлагаме се използва изключително за отвеждане на маслото към масленият радиатор. В никакъв случай не го използвайте за отконяване на маслена магистрала за мазане на турбото ( отнася се за случаите на допълнително монтирано турбо на атмосферен двигател ). Защото маслото, което отива към турбото трябва да е идеално пречистено заради малките размери на хлабините в лагерното тяло.
Compact, high flowing,high temperature wastegate, rated to continous 1000°C(1830°F), features an ductile steel or stainless steel body, forged alluminum housing, nomex silicone diagram, supplied with a 7,10,14
Compact, high flowing,high temperature wastegate, rated to continous 1000°C(1830°F), features an ductile steel or stainless steel body, forged alluminum housing, nomex silicone diagram, supplied with a 7,10,14
Compact, high flowing,high temperature wastegate, rated to continous 1000°C(1830°F), features an ductile steel or stainless steel body, forged alluminum housing, nomex silicone diagram, supplied with a 7,10,14 psi spring.
Compact, high flowing,high temperature wastegate, rated to continous 1000°C(1830°F), features an ductile steel or stainless steel body, forged alluminum housing, nomex silicone diagram, supplied with a 7,10,14 psi spring.
Compact, high flowing,high temperature wastegate, rated to continous 1000°C(1830°F), features an ductile steel or stainless steel body, forged alluminum housing, nomex silicone diagram, supplied with a 7,10,14 psi spring
Compact, high flowing,high temperature wastegate, rated to continous 1000°C(1830°F), features an ductile steel or stainless steel body, forged alluminum housing, nomex silicone diagram, supplied with a 7,10,14 psi spring.
Алуминиеви водни радиатори със силно завишена охлаждаща способност. Необходими при продължителна работа на двигателя в екстремни режими (пресечена местност, писта с остри завои), когато не може да се осигури силна струя въздушен поток или когато нормалните редиатори не могат да предоставят необходимата степен на охлаждане.
Препоръчваме още инсталирането на спортен термостат за 70 градуса и замяна на охладителната течност с MOTUL INUGEL.
Radiator
Алуминиеви водни радиатори със силно завишена охлаждаща способност. Необходими при продължителна работа на двигателя в екстремни режими (пресечена местност, писта с остри завои), когато не може да се осигури силна струя въздушен поток или когато нормалните редиатори не могат да предоставят необходимата степен на охлаждане.
Препоръчваме още инсталирането на спортен термостат за 70 градуса и замяна на охладителната течност с MOTUL INUGEL.
Алуминиеви водни радиатори със силно завишена охлаждаща способност. Необходими при продължителна работа на двигателя в екстремни режими (пресечена местност, писта с остри завои), когато не може да се осигури силна струя въздушен поток или когато нормалните редиатори не могат да предоставят необходимата степен на охлаждане.
Препоръчваме още инсталирането на спортен термостат за 70 градуса и замяна на охладителната течност с MOTUL INUGEL.
Radiator